Apparatus for the control of railway switches and signals



P. F. WILLARD.

APPARATUS FOR THE CONTROL 0E RAILWAY SWITCHES AND SIGNALS., APPLICATION FILED MAY]. 1920.

1,380,452. PatentedJune 7, 1921.

S g INVENTOR:

A. 07%, -52} LzZZZ Z2 m a $5 1%4 ATTORNEY PAUL F. WILLARD, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR SWITCH & SIGNAL COMPANY,

TION OF PENNSYLVANIA TO THE UNION OF SWISSVALE, PENNSYLVANIA, A CORPORA.

APPARATUS FOR THE CONTROL OF RAILWAY SWITCHES AND SIGNALS.

Specification of Letters Patent.

Patented June 7, 1921.

Application filed May 1, 1920. Serial No. 378,235.

' To all whom it may concern for, though not necessarily with a main track Be it'known that I, PAUL F. WILLARD, a citizen of the United States, residing at Wilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Apparatus for the Control of Railway Switches and Signals, of which the following is a specification. I

My invention relates to apparatus for the control of railway switches and signals, and particularly to apparatus wherein a switch and the signals governing trafilc thereover are controlled by manually operable levers. The invention is particularly well adapted limited to, ap paratus of this character wherein the controlling levers are located at a considerable distance from the switch and signals.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic View showing one form of apparatus embodying my invention.

Referring to the drawing, the reference character A designates a railway switch connecting a siding3 or a branch track 0 This switch is operated by an electric motor M, which is controlled by a polarized switch controlling relay E, this relay in turn being governed by a manually operable lever L. The switch A is adapted to assume a normal and a reverse position, and the'lever L is capable of assuming normal and reverse positions corresponding to the positions of the switch.

The movements-of cars and trains through the switch A are governed by suitable roadside signals which are designated by the reference character S with appropriate subscripts and exponents. These signals are.

governed by a signal relay D, which in turn is controlled by a manually operable signal lever L The levers L and L are interconnected by suitable mechanical interlocking apparatus J, as hereinafter explained.

The tracks B and C adjacent to the switch are provided with a track circuit comprising as usual a track battery 2, the rails of the tracks, and a track relay 3. This track relay is utilized to control the switch in such manner that. a movement of the 9 falls into the recess switch cannot be effected while a car or train occupies the track within the track circuit limits. V

The lever L comprises an arm 4 pivotally mounted at the point 4 erate a series of contacts 68, 69 and 70. This arm 4 is locked in normal and reverse posltlons by means of a dog 5 cooperating with a quadrant 6. The dog 5v is arranged to be elevated by a latch handle 5 pivotally mounted on the lever arm 4 and operatively connected with the dog by a latch rod 5". When the lever arm 4: is in the normal position, as shown in the drawings, dog 5 is at the right hand end of the quadrant 6, and when the lever arm is in the opposite or reverse position, the dog is at the left hand end of the quadrant. The dog 5 is arranged to slide in a rocker link 7, which is' pivotally mounted at the point 7*. The center of curvature of the quadrantfiis at point 4, and the center of curvature of the slot in rocker link 7 when this link is-in its middle position is at the same point. It will be seen, therefore, is operated, to elevate the dog 5, the rocker li1 1k*7' will be swung through one-half of its angular movement, when the lever arm 4 is then shifted to its reverse position the rocker link 7 will remain'at rest, and when the latch handle 5- is released to permit the dog 5 to drop into locking position, the rocker link, will swing through the'other half of its angular movement. The-rocker link 7 is operatively connected with the interlocking apparatus J. I

Operatively connected with the rocker link 7 is a segment 8 which cooperates with a dog 9 controlled by an electromagnet 11 through the medium of an armature 10. These elements constitute a means for holdand arranged to o ing the rocker link 7 in its intermediate po- 7 sition until the magnet 11 becomes energized. That is, when the rocker link 7 is moved to its intermediate position the dog on the cam surface of segment 8 and so prevents further movement of the rocker link 7 until magnet 11 is energized to raise the dog 9 out of the recess in segment 8. The segment 8 controls a contact 13 which is arranged to be closed only when this segment and the rocker link 7 are in the intermediate positions. The armature 10 and dog 9 are provided with a contact 12 which is closed only when the dog 9 is in the locking position in the recess of segment 8. The func tions of the contacts 12 and 13 will be set forth hereinafter.

As stated hereinbefore, the switch A is operated by a motor M which in turn is controlled by a switch relay E. As shown in the drawing, the switch A is in normal position and the polarized contacts 24, 28 and 45 of relay E are in the positions corresponding to this position of the switch. When it is desired to reverse the switch, relay E is supplied with current of such polarity-as to swing the polarized contacts to the right. Motor M is then energized through a circuit which passes from the right hand terminal of battery F. through wire 19, field winding 20 of motor M, wire 21, contact 22 operated by switch A, wire 37, righthand point of contact 28 of relay E, wire 27, armature 26 of motor M, wire 25, right hand point of contact 24 of relay E, wire 29, neutral contact 30 of relay Fl, and wires 31, 35 and 36 to the left hand terminal of battery F. Motor M then operates in such direction as to move switch A to the reverse position, that is, to such position that a train moving to the left along track B will be diverted to track C. When this movement of the switch has been completed, the circuitfor motor M will be opened, due to the reversal of contact 22.

Assuming now that switch A is in the reverse position and that it is desired to return the switch to its normal position, relay E is supplied with current of such polarity as to swing its polarized contacts to the left. The circuit for motor M is then fromthe right hand terminalof battery F, through wire 19, field winding 20, wire 21, contact 22 (which is then in the opposite position to that shown in the drawing), wire 23, left hand pointof contact 24, wire 25, armature 26 of motor M, wire 27, left hand point of contact 28, wire 29, neutral contact 30 and wires 31, 35 and 36 to the left hand terminal of battery F. The motor M is then operated in such direction as to return switch A to its normal position, and as soon as this movement of the switch is completed the motor is deenergized, due to the return of contact 22 to the position shown in the drawing.

As stated hereinbefore, the signals S are controlled by a signal relay D. When this relay is de'e'nergized, as shown in the drawing, all signals are at stop. I will first assume that switch A is in the normal position as shown, and that it is desired to move signal 8,} to the proceed position, thereby allowing the train moving toward the left to pass through the switch. To do this, signal relav D is supplied with current of such polarity that the polarized contacts 54 and 50 of this relay remain in the left hand positions wherein they are shown in the drawing. The signal circuit which is then closed, is as follows: from the middle point of battery F, through wires 38, 39, 40 and 41, operating mechanism of signal 3;}, wire 51, left hand point of contact 50 of relay D, wire 65, neutral contact 49 of relay D, wire 48, switch-operated contact 47, wire 46, left hand point of contact 45 of relay E, wire 44, contact 32 of track relay 3, and wires 33, 34, 35 and 36 to the left-hand terminal of battery F The supply of current to this circuit causes signal S to move to the proceed position, and the signal then remains in this position until track relay 3 is dee'nergized by a train or until signal relay D becomes deenergized.

I will now assume that switch A is in the reverse position, and that signal relay D is energized in the same direction as before. Signal S is then I moved to the proceed position through the following circuit: from the middle point of battery F, through wires 38, 39, 40 and 66, operating mechanism of signal S wire 53, left hand point of contact 54, wire 55, contact 56, wire 57, contact 58 (which is then reversed due to the reversal of switch A), wire 59, righthand point of contact 45 of relay E (which is then reversed), wire 44, contact 32 of track relay 3, and wires 33, 34, 35 and 36 to the left hand terminal of battery F.

Assuming now that signal relay D is energized in the opposite 'or reverse direction and that switch A is in the normal position, signal S will be moved to the proceed position, the circuit being from the middle point of battery F, through wires 38, 60 and 61, operating mechanism of signal S wire 62, right, hand point of contact 50, wire 65, neutral contact 49, wire, 48, switch-operated contact 47, wire 46, left-hand point of contact 45, and thence as before to battery F. lVhen switch A is in the reverse position and signal relayD is energized in the reverse direction, signal S will be moved to the proceed position, the circuit being from the middle point of battery F, through wires 38, 60 and 63, operating mechanism of signal S wire 64, right hand point of contact 54, wire 55, neutral contact 56, wire 57, switchoperated contact 58 which is then reversed), wire 59, right hand point of contact 45 (which is then reversed), and thence as before to the left hand terminal of battery F.

It will he observed from the foregoing that all of the signals will be held at stop if track relay 3 is denergized. It will also be observed that when relay Dis energized, the

' signal which will be moved to the proceed posit-ionowill depend upon the position of the switch A, and that no signal can be moved to the proceed position unless the switch A and the polarized contacts of switch relay-E correspond in positions. It

is, of course, understood that when switch relay E becomes deenergized, the polarized contacts remain in the positions which they occupied prior to such deenergization.

The magnet 11, which controls the movement of the rocker link 7, is in turn controlled by two relays R and N, which I will term respectively an indication relay and aneutral relay. The indication relay R comprises a contact 94 responsive to reversals of polarity of the current supplied to this relay. This relay is controlled by pole-changing contacts 72 and 75 operated by the switch A, the control being such that the relay is energized in normal or reverse direction according as the switch is in normal or reverse position, and deenergized when-the switch is between these two extreme positions. When switch A is in the normal position, the circuit for relay R is from the middle point of battery F, through wires 38, 39 and 71, contact 75, wire 74, winding of relay R, wire 73, contact 72, and wires 76, 77, 52, 34, and 36 to the left hand terminal of battery F. When switch A is in the reverse position the circuit for relay R is from the middle terminal of battery F, through wires 38, 39 and 71, contact 72 (then in reverse position), wire '7 3, winding of relay R, wire 74, contact 7 5 (which isthen reversed), and wires 78, 77, '52, 34, 35 and 36 to the left hand terminal of battery F. The neutral relay is provided with a pick-up circuit and a holding circuit. The pick-up circuit for this relay is from battery G, through wires 79 and 80, contact 13, wire 81, contact 12, wire 82, back point of contact 83 of indication relay R, wires 84 and 85, winding of relay N, and wires 86,

87, 88, 89 and 90 to battery G. It will be observed that this circuit is closed only when the indication relay R is deenergized and locking dog9 is in the locking position in the recess of segment 8. The holding circuit for relay N is from battery G, through wires 79, 91 and 92, right hand point ofv contact operated by lever L, wire 93, left hand point of polarized contact 94 of relay R, wire 95, contact 96 of relay N, wire 85, winding of relay N, and thence as before to battery G. This circuit is closed when lever L is in normal position and indication relay R is energized in normal direction. When lever L is in reverse position and relay R is energized in reverse direction, a similar holding circuit for relay N is closed, which circuit includes the left hand point of contact 70, wire 97, and the right hand point of contact 94. In either case, of course, the holding circuit can be closed only after this relay has been initially energized by its pickup circuit. a v

The locking magnet 11 is provided with two circuits, one of which passes from battery G, through'wires 79, 91 and 92, right hand point of contact 70, wire 93, left hand point of contact 94, wire 95, contact 96 of relay N, wire 84, front point of contact 83 of relay R, wires 98, 99 and 100, winding of magnet 11, and wires 101, 89 and 90, to battery G. This circuit is closed only when lever L is in the normal position, relay N is energized, and relay R is energized in normal direction. The other circuit for magnet 11 is similar to the one just traced, except that it includes the left hand pointof contact 70,-wire 97, and the right hand point of contact 94. This second circuit is closed only when lever L is in the reverse position, relay N is energized, and relay R is energized in reverse direction.

The switch relay E is controlled by contacts 68 and 69 of lever L in such manner that this relay E may beenergized in normal or reverse direction according as lever L is in normal or reverse position. The normal circuit for relay E is from battery G, through wires 79, 91 and 102, right hand point of contact 68, wires 103 and 104, back contact 105 of neutral relay N, wires 106 and 107, winding of relay E, wire 108, con tact 109 of track relay 3, wire 110, contact 111 operated by signal S wire 137, contact 112 operated by signal S wire 113, contact 114 operated by signal S ,wire 115, contact 116 operated by signal S wires 117 and 118, right hand point of contact 69, wire 119 and wire 90 to battery G. This circuit can be closed only when relay N is deenergized,all four signals are inthe stop positions, and track relay 3 is closed. When this circuit is closed relay E is energized in normal direction, and so will cause a movement of switch A to the normal position. This circuit is provided with a branch around contact 105 of the neutral relay N, which branch passes from wire 104, through wire 122, and back contact 123 of indication relay R to wire 107. When lever L is in the reverse position relay E is energized in the opposite or reverse direction provided that relay N or relay R is deenergized, the circuit then being from battery G, through wires 79, 91 and 102, left hand point of contact 68, wires 120 and 117, signal-operated contacts 116, 114, 112 and 111, track relay contact 109, winding of relay E, wire 107, wire 106, back contact 105, wires 104 and 121, left hand point of contact 69, wire 119 and wire 90 to battery G. Back contact 123 of indication relay R is included in this circuit in multiple with back contact 105 of relay N in the same manner as in the normal circuit for relay E.

As stated hereinbefore, the signal relay D is controlled by a signal lever L This lever normally occupies a middle position wherein it is shown in the drawing, and when in this position the circuit for relay D is open.

When lever L is swung to the left, contacts 15, and 17, are closed, whereupon relay is energized through the following circuit from battery Gr, through wires 79, 91 and 92, right hand point of contact 70, wire 93, left hand point of contact 94, wire 95, contact 96, wire 84, front point of contact 83, wires 98, 99 and 124, contact 17, wires 126 and 127, winding of relay D, wires 128 and 129, contact 15, and wires 130, 87, 88, 89 and 90 to battery G. This current is of such polarity as to energize relay D in such direction that its polarized contacts are swung to the left, so that signal 8;} or S will be moved to the proceed position, according as switch A is in normal or reverse position. It will be noted that the circuit just traced for relay D includes the right hand point of contact and the left. hand point of contact 94. If lever L were in the reverse position, so that switch A is in the reverse position, the circuit would include the left hand point of contact 70 and the right hand point of contact 94, but in other respects it would be the same as just traced.

Assuming now that. signal lever L is swung to the right, contacts 16 and 18 will be closed, whereupon relay D will be energized through a circuit which passes from battery G, through wires 79, 91 and 92, right hand point of contact 70, wire 93, left hand point of contact 94, contact 96, front point of contact 83, wires 98 and 135, contact 18, wires 133 and 128, winding of relay D, wires 127 and 134, contact 16, and wires 136, 88, 89 and 90 to battery G. Relay D is then energized in such. direction that its polarized contacts are swung to the right, so that signal S or S will be moved to the proceed position according as switch A is in normal or reverse position.

The operation of the entire apparatus is as follows:

As shown in the drawing, the switch A is in normal position, the switch lever L is in normal position, and all signals are at stop. If now it is desired to allow a train moving toward the left to pass through switch A, signal lever L is swung to the left hand position, thereby energizing signal relay D, so that signal S moves to the proceed position. As soon as a train. enters the limits of the track circuit, this signal returns to the stop position owing to the opening of track relay 3. If, however, it is desired to permit a train moving toward the right on track B to pass through switch A, the signal lever L is swung to the right, thereby energizing signal relay D. in the opposite direction, so that signal S moves to the proceed position.

If the operator desires to move switch A to the reverse position, he raises the latch handle 5 of lever L and swings this lever to the reverse position. The reversal of lever arm 4 opens the holding circuit for relay N at contact 7 0, so that this relay then opens. The reversal of contact 70 also opens the circuit for lock magnet 11, so that rocker link 7 is held in its middle position. The opening of relay N closes the reverse operating circuit for switch relay E, so that this relay then becomes energized in reverse direction and causes movement of switch A to the reverse position. As soon as switch A begins to move, indication relay R becomes deenergized, thereby closing the pickup circuit for relay N, which latter relay then becomes energized. Relay E continues to be energized, however, owing to the branch around contact 105 and including contact 123 of relay B. When switch A reaches the reverse position, relay R again becomes energized, thereby deenergizing switch relay E. Relays N and R then both being energized, magnet 11 becomes energized to release segment 8, so that rocker link 7 completes its movement and lever L becomes latched in the reverse position. Signal 8;? or signal S may then be moved to the proceed position by swinging the signal lever L to the right or to the left.

The operation of the apparatus to cause movement of the switch A from the reverse to the normal position willbe understood without further explanation.

One important feature of my invention is the provision of the back contact 105 of relay N in the operating circuits for switch relay E. The function of this back contact is to insure that relay N is open before a movement of the switch can take place. The branch around contact 105 and including back contact 123 of indication relay is necessary in order to keep relay E energized after the pick-up circuit for relay N is closed.

Another feature of my invention is the provision of contact 12 in the pick-up circuit for relay N. The function of this contact is to prevent the pick-up circuit for relay N from becoming closed unless the rocker link 7 is locked in the intermediate position. The advantage of this feature is as follows: Assume that magnet 11 should become falsely energized to release the lever latch when the switch and the lever L do not harmonize. Then if contact 12 were omitted, relay N could become energized and a signal could be cleared. But with contact 12 in the pick-up circuit for relay N, this relay remains open in the event of false energization of magnet 11, and since signal relay D is controlled by a front contact of relay N, all signals governing traffic over the switch will be held at stop.

The operation of the mechanical interlocking J between levers L and L is as follows: When lever L is swung to either the right or the left, lever L is locked in either normal or reverse position. When lever L is unlocked, that is, when rocker link 7 oocupies the intermediate position, lever L is locked in the middle position.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway traffic controlling apparatus comprising a lever havingnormal and reverse positions, a railway switch having normal and reverse positions, an indication relay controlled by said switch and energized in normal or reverse direction according as the switch is in normal 0r reverse position and deenergized when the switch is between said two positions, a neutral relay, means for energizing said neutral relay when said indication relay is deenergized, means for holding said neutral relay energized when the indication relayis energized in normal direction and said lever is in tion, also when the indication ergized in reverse direction'and in reverse position, and means ling said switch by two relays.

2. Railway trafiic controlling apparatus comprising a lever having normal and reverse positions, a railway switch having normal and reverse positions, an indication relay controlled by said switch and energized in normal or reverse direction according as the switch is in normal or reverse position and deenergized when the switch is between said two positions, a neutral relay, means for energizing said neutral relay when said normal posirelay is enthe lever is for controlsaid lever and by said indication relay is deenergized, means for holding said neutral relay energized when the indication relay is energized in normal direction and said lever is in normal position, also when the indication relay is energized in reverse direction and the lever. is in reverse position, and means for controlling said switch by said lever and by back contacts of said two relays in multiple.

3. Railway trafiic controlling apparatus comprising a lever having normal and reverse positions, a railway switch having normal and reverse positions, an indication relay controlled by said switch and energized in normal or reverse-direction according as the switch is in normal or reverse position and deenergized when the switch is between said two positions, a neutral relay, means for energizing said neutral relay when sa1d indication is deenergized, means for holding said neutral relay energized when the indication relay is energized in normal direction and said lever is in normal position, also when the indication relay is energized in reverse direction and the lever is in reverse 1 position, a switch relay back contacts being'in multiple in said cirsuit.

4. Railway traffic controlling apparatus comprising a lever having normaland reverse positions, a latch associated with said lever for latching the lever in normal and reverse positions, electrically controlled means for holding said latch in an intermediate position wherein the lever is not latched and for releasing said latch when said means is energized, a railway switch having normal and reverse positions, an indication relay controlled by said switch and energized in normal or reverse direction according as the switch is in normal or reverse position and deenergized when the switch is between said two positions, a neutral relay, means for energizing said neutral relay when said indication relay is deenergized and said latch holding means is in holding position, means for keeping said neutral relay energized when'the indication relay is energized in normal direction and said lever is in normal position, also when the indication relay is energized in reverse direction and the lever is in reverse position, and means for controlling said railway switch by said lever.

5. Railway trafiic controlling apparatus comprising a lever having normal and reverse positions, a latch associated with said lever for latching the lever in normal and reverse positions, electrically controlled means for holding said latch in an intermediate position wherein the lever is not latched and for releasing said latch when said means is energized, a railway switch having normal and reverse positions, an indication relay controlled by said switch and energized in normal or reverse direction according as the switch is in normal or reverse position and de'nergized when the switch is between said two positions, a neu-- tral relay, means for energizing said neutral relay when said indication relay is deenergized and said latch holding means is in holding position, means for keeping said neutral relay energized when the indication relay is energized in normal direction and said lever is in normal position, also when the indication relay .is energized in reverse direction and the lever is; in reverse posimeans for holding said latch in an intermediate position wherein the lever is not latched and for releasing said latch when said means is energized, a railway switch having normal and reverse positions, an indication relay controlled by said switch and energized in normal or reverse direction ac cording as the switch is in normal or reverse position and deenergized when the switch is between said two positions, a neutral relay, means for energizing said neutral relay when said indication relay is deenergized and said latch holding means is in holding position, means for keeping sald neutral relay energized when the indication relay is energized in normal direction and said lever is in normal position, also when the indication relay is energized in reverse direction and the lever is in reverse position, a switch relay for governing said switch, and a circuit for said switch relay including contacts operated by said lever, a back contact ofsaid indication relay and a back contact of said neutral relay, said two back contacts being in multiple in said circuit.

7. Railway trafiic controlling apparatus comprising a lever having normal and reverse positions, a latch associated with said lever for latching the lever in normal and reverse positions, electrically controlled means for holding said latch in an intermediate position wherein the lever is not latched and for releasing said latch when said holding means is energized, a railway switch having normal and reverse positions,

an indication relay controlled by said switch and energized in normal or reverse direction according as the switch is in normal or reverse position and deenergized when the switch is between said two positions, a neutral relay, means for energizing said neutral relay, when said indication relay is deenergized and said latch-holding means is in holding position, means for keeping said neutral relay energized when the indication relay is energized in normal direction and said lever is in normal position, also when the indication relay is energized in reverse direction and the lever is in reverse position, means for energizing said electrically con trolled holding means when said two relays are energized and the switch is in the extreme position corresponding to the position of the lever, and means for controlling said switch by said lever.

8. Railway trailic controlling apparatus comprising a lever having normal and re verse positions, a latch associated with said lever for latching the lever in normal and reverse positions, electrically controlled holding means for holding said latch in an intermediate position wherein the lever is not latched and for releasing said latch when said holding means is energized, a railway switch having normal and reverse positions, an indication relay controlled by said switch and energized in normal or reverse direction according as the switch is in normal or reverse position and denergized when the switch is between said two positions, a neutral relay, means for energizing said neutral relay when said indication relay is deenergized and said latch-holding means is in holding position, means for keeping said neutral relay energized when the indication relay is energized in normal direction and said lever is in normal position, also when the indication relay is energized in reverse direction and the lever is in reverse position, means for energizing said electrically controlled holding means when said two relays are energized and the switch is in the extreme position corresponding to the position of the lever, a second lever, signals controlled by said second lever for governing tnaliic over said switch, and interlocking means between said two levers controlled by the latch associated with the first-mentioned lever.

9. Railway traiiic controlling apparatus comprising a lever having normal and reverse positions, a latch associated with said lever for latching the lever in normal and reverse positions, electrically controlled holding means for holding said latch in an 95 intermediate position wherein the lever is not latched and for releasing said latch when said holding means is energized, a railway switch having normal and reverse positions, an indication relay controlled by said switch 100 and energized in normal or reverse direction according as the switch is in normal or re verse position and deenergized when the switch is between said two positions, a neutral relay, means for energizing said neutral 105 relay when said indication relay'is denergized and said latch-holding means is in holding position, means for keeping said neutral relay energized when the ind1catio-n relay is energized in normal direction and 110 said lever is in normal position, also when the indication relay is energized in reverse direction and the lever is in reverse position, means for energizing said electrically controlled holding means when said two relays 115 are energized and the switch is in the extreme position corresponding to the position and reverse positions, an indication relay controlled by said switch and energized in normal or reverse direction according as the switch is in normal or v deenergized when the switch is between said 1 two positions, a neutral" relay, means for energizing said neutral relay when said indica tion relay is de'energized and said latch holding means is in holding position, a signal, governing traffic over said switch, and means for keeping said signal at stop when said neutral relay is not energized.

11. Railway traflic controlling'apparatus comprising-a lever having normal and reverse positions, a latch associated with said lever for latching the lever in normal and reverse positions, electrically controlled means, for holding said latch in an intermediate position wherein the lever is not latched and for releasing said latch when said means is energized, a railway switch having normal reverse position and and reverse positions, an indication relay controlled by, said switch and energized in normal or'reverse direction according as the switch is in normal or reverse position and deiinergized when the switch is between said two positions, a neutral relay, means for energizing said neutral relay when said indication relay is deenergized and said latch holdingmeans'is in holding position, means for keeping said neutral relay' energized .When the indication relay is energized in normal direction and said lever is in normal position, also when the indication relay is energized in reverse direction and the lever is in reverse position, a signal governing traflic over said switch, and means for keeping said signal at stop when said neutral relay is not energized.

In testimony whereof I afiix my signature.

"PAUL F. WILLARD. 

